Aeroplane



Nov. 4, 1930.' I F. TUPTA v 1,780,410

AEROPLANE Filed Nov. 14, 192')" 2 sheets-sheet 1 ATTORNEY.

Mme.-

F. TUF'TA AEROPLANE Nov. 4, 1930.

Filed Nov. 14, 1927 2 Sheets-Sheet 2 liq-7 Patented Nov. 4, 1930 PATENT OFFICE FRANK TUPTA, CLEVELAND, OHIO AEROIPLANE Application filed November 14, 1927.

The objects of the invention are to provide an improvement in controlling means for an aeroplane, by means of which a rudder may be dispensed with and a variety of useful controls may be accomplished.

First, the operator is enabled to raise the plane quickly into the air from the point of starting, without the necessity of taldn a long preliminary course over the field be ore the plane can acquire suflicientspeed to rise above the ground.

Also by means of these improvement controls the plane will be automatically inclined at starting to such a vertical angle that it can soar over adjacent objects, such as trees or buildings. and will be in no danger of colliding with them in its ascent.

In the improved device the plane is held in one locality until the .engine speed is sufficient to raise it above the ground, when it will be automatically inclined to direct its course above surrounding objects before it is "released.

Also the landing is made less dangerous by the resistance offered by balanced pairs of tail vanes, and pivoted tips and marginal vanes upon the front upper wings. The invention also includes hinged lower wings operated by means of the strain upon the tie rope, by means of which a suitable vertical angle is given the plan'e, before it rises from the ground.

The invention also includes movable vanes for elevating and depressing the tail which are arranged in pairs at an angle to each other upon each side of the tail, each pair and each vane in each pair being separately movable, and-vanes "n opposite sides being movable in unison or independent of each other as may be desired, thus giving greater steering power to the plane and acting by this resistance in cooperation with movable members upon the front upper wings to assist in preserving the balance of the plane, and preventing the '00 currence of a tail spin.

These vanes take the place of the ordinary rudder and are hinged to the fuselage at a horizontal angle to the. major xis ofthe plane, in such a manner that they may serve to control horizontal as well as vertical direc- Serial No. 233,218.

tional movements and when opened, providing sufiicient resistance to prevent a-tail spin, also upper and intermediate wings are emloyed in staggered relation to each other.

he intermediate wing is rigidly connected with the fuselage, and the upper wing is provided with vertically movable tips and marginal ailerons, which are hinged upon pivotal lines horizontally inclined to the major axis of the fuselage, thus permitting them to be employed for balancing the plane, for turning the same at varying angles, and, in con-. nection with the tail vanes, for retarding its speed and changing the horizontal. direction of its flight.

The invention further comprises the combination and arrangement of parts and construction of details hereinafter described, i1- lustrated in the accompanying drawings and specifically pointed out in the claims.

In the accompanying drawings Fig.1 is a' plan of one form of the device; Fig. 2 is a plan of a modified form; Fig. 3 is a side elevation thereof; Fig. 4 is a longitudinal section; Fig. 5 is a plan of the various operating levers, Fig. 6 is a side elevation of the holding and releasing mechanism for the plane; Fig. 7 is a plan thereof; Fig. 8 is an end elevation of the tail vanes.

In these views A is the fuselage, B, B, are the front upper wings provided with movable tips C, C, and marginal ailerons D, D. These tips and ailerons are hinged to the wings upon lines inclined to the major axis of .the fuselage, so that when raised or lowered they will present more resistance to the air and Will quickly affect the direction of movement of the plane. 'E, E, are intermediate stationary wings, in staggered relation to the upper wings and F. F, are lower wings which are 9 hinged at their front edges upon shifts G, G, that extend transversely through the fuselage.

By inclining these wings the front end of the plane will rise more or less vertically, when the engine is running according to the vertical angle at which the wings may be depressed.

- To prevent the plane from coursing over the ground when the engine is running, it is held by means of a rope or cable H, attached to the tail and fastened about a post or object upon the ground at 1.

This rope may be as long as the space Also the movable wings F, F, are auto-.

matically inclined at the time of the pull upon the rope H, in the following manner.

Bell crank levers, N, N, are provided, which are pivoted to the frame upon a shaft at N, and are operatively connected with the wings F, at N, and a rope or cable P connects the lever L with'one arm of this bell crank. Looseropes P connect the levers N and the shaft G with a solid member such as the engine bed P.

The lever L is pivoted upon a shaft L slidingly movable in the guides Q, which are attached to the rear end of the fuselage, and is operatively connected with the vanes E, E, by means of the centrally attached rope or cable P and bell crank and shaft N, N respectively.

At the lower end of the lever is placed the hook M which is engaged by the holding rope H and at the upper end of the lever is shown the detent L which is normally engaged by means of the pawl K pivoted at K upon an arm of the guides Q and hence travels therewith.

In operation, when the aeroplane. starts, the cable P pulls upon the lever L, which in turn pulls upon the rope or cable H, until the vanes F are set at the desired riding angle, at which time. the loose cord J and hand lever J are pulled to release the pawl K, and the rope H will then be dropped from the hook Q. r

The upper front wings have movable margins or ailerons D and tips C which are set at a horizontal angle to the major axis of the fuselage and which are employed in connection with the movable horizontal vanes ulpon the tail to direct the movements of the s 1p.

When steering the ship hinged tailvanes, C C, arranged in pairs will operate conjointly with the front vanes to control the direction of travel, and 'no rudder'is employed. Four vanes are employed, two on each side, arranged, at an angle to each other. These vanes also operate when opened as stabilizers to prever the ship from going 1nto a tail spin.

The operating levers for all the vanes are shown in Fig. 5.

Here R, R, are the main operating shafts and S, and T, are shafts for reversing the movements.

In the tail construction- The two vanes C C upon each side are set at a horizontal angle to the major axis of the ship and are operated either by hand levers U loose on the shaft R, or pedals U and cables U also the opposite vanes on the same level are operative both at once by pedals U employing cables U They will move to direct the ship up and down, and also from right to left, thus taking the place of a rudder. I

The front vanes, that is the tips and marginal ailerons, of the upperwings, are operated by hand or foot, thus making their op eration convenientfor the pilot.

The marginal ailerons may be operated two at a time bv' hand levers V, V, and also by foot levers W, one at a time.

The outside tips may be operated two at a time by hand, by levers X, and one at a time by foot, by levers Y.

Springs Z, may be employed to return the vanes to original positions.

Reversing levers, Z, Z, are also shown.

The control by means of the diverginfg angles upon which the vanes are pivoted, a fords perfect control of the plane.

When the tail vanes and wing vanes are horizontal the plane operates in the ordinary manner but when the engine is starting, the tail vanes are opened as in Fig. 8, and give steadiness and balance to the plane or'banking the same, by giving a slight resistance to the progress of the plane or banking the same, I

and after the plane is at full. speed the direction can be more easily controlled than by.

usual methods, and the plane cannot revolve into a tail spin, owing to the increased resistance.

In Fig. 2 the hinges of the tail planes are set at an angle in the reverse direction to that shown in Fig. 1. The effect however, is substantially the same.

Also by opening up the-tail vanes the plane can be brought safely to the earth by manipulatingthe front controlling vanes- Having described the invention what I claim as new, and desire to protect by Letters Paltelit is- 1 fu 1 fi I 11 an aerop ane, a se age, xed wmgs' and movable wings, said movable wings being transversely pivoted upon said fuselage to swing to a vertical angle thereon, a flexible retaining means attached to the rear of said fuselage, automatically acting means for moving said movable wings to the required vertical angle and manually operated means for releasing said retaining means when said desired vertical angle has been attained.

2. In an aeroplane, a fuselage, fixed and iao movable wings therefor, said movable wings being transversely pivoted upon said fuselage to swing to a vertical angle thereon, releasable flexible means for retaining the rear end of said fuselage upon' its base, means operatively connected with the movements ofsaid retaining means for setting said movable vanes at the desired vertical angle, and means for releasing said releasable retaining means.

3. In an aeroplane, a fuselage, fixed and movable wings therefor, said movable wings being transversely pivoted u on said fuselage to swing to a vertlcal angle t 'ereon, a tie rope or cable, a longitudinally slidable member in the rear extremity of said fuselage to which said tie rope is releasably attached, an operative connectionbetween said sliding member and said movable wing, and means for re- Easing said tie rope from said slidable memr. In testimony whereof I aflix my signature.

- FRANK TUPTA. 

